Pneumatic railway-signal.



Patented Sept. l6, I902.

6. S. DEAN. PNEUMATIC RAILWAY SIGNAL.

(Application filed Nov. 27, 1901.)

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NlTED STATES ATENT OFFICE.

CYRUS S. DEAN, OF FORT ERIE, CANADA.

PNEUMATIC RAILWAY-SIGNAL.

SPECIFICATION forming part of Letters Patent No. 709,258, dated September 16, 1902 Application filed November 27, 1901. Serial No. 8S,863. (No model.)

' way-Signal, of which the following is aspecification.

My invention has reference to an improved pneumatic railway danger-signal which is antomatically operated by the passing train.

One feature of the invention relates to the novel air-compressing device employed which is automatically operated by the passing Wheels of the train, the arrangement being such that the device is operated and then returned to operating position.

Another feature relates to the device for locking the signal or semaphore in danger-indicatin g position which is released by the passage of the train.

Another feature relates to a whistle or other auxiliary alarm device which is operated-by air compression.

The invention also relates to certain details of construction.

The principal objects of I the invention are to simplify and improve the construction, arrange the air-compressing device so that it will always be in position to compress, to lock the signal in danger-indicating position until the train passes, and to provide an auxiliary alarm, such as a whistle, which is operated while the signal is in danger-indicating position.

For a full understanding of the merits and advantages of the invention reference is to be had to the accompanying drawings and the following description.

The invention is susceptible to various changes in the form, proportion, and minor details of construction without departing from the principle or sacrificing any of the advantages thereof, and to a full disclosure of the invention an adaptation thereof is shown in the accompanying drawings, in which- Figure 1 represents a side elevation of a fragment of a railway equipped with the improved signaling appliance and partially in section to show interior parts. Fig. 2 represents an enlarged fragment of the signaling appliance, partiallyin section, with a section through one rail of the railway. Fig. 3 is a fragment to show a top plan view of a por- 5 tion of the signal-lock-releasing mechanism. Fig. 4 is an enlarged section through the aircompressing device on line a a, Fig. 6. Fig. 5 is a section on line b b, Fig. 4. Fig. 6 is a section on line 0 c, Fig. 4. Fig. 7 is an enlarged detached top plan view of the bottom plate of the air-compressing device. Fig. 8 is a detached top plan view of one of the pistons. Fig. 9 is a detached bottom view of one of the top caps. Fig. 10 is a detached View of one of the cylinders.

Referring to the drawings in detail, like numerals designate like parts.

1 designates the rails of an ordinary railway, and 2 the supporting-ties.

The air-compressing device is preferably formed as shown in detail in Figs. 4, 5, 6, 7, 8, 9, and 10 and is arranged on one side of the rails. The body of the device consists of a bottom plate 3, sides 4, and a top plate 5. The bottom plate 3 is provided with a circular depression 6 near each end thereof, and a circular valve 7, of greater depth and less diameter than the circular depression, is formed near each end of the plate, with its circular wall concentric with the circular wall of the depression. Air inlets or openings 8 extend through the plate 3 to connect the recesses 7 with the surrounding atmosphere. A cylinder 9 has its lower end fitted in each of the depressions 6, and a top cap 10 is fitted upon the upper end of each cylinder, being rigidly secured to the bottom plate 3 by bolts or screws 11. The top plate 5 has a depending lug 12, between which and the rear side4 a walkingbeam 13 is pivoted by a pivotal pin 14. This walking-beam is provided with a longitudinal strengthening-web 15 and is arranged so that its extremes are above the cylinders. A piston 16 is operatively arranged in each cylinder and has a stem 17, which is pivoted at its upper end to one extreme of the walkingbeam by a pivot-pin 18. The top portion of the inner side of the air-compressing device has a flange 19, which is arranged beneath one of the rails 1, as shown in Fig. 6, and serves to support the rail at that point. A top block 20 is arranged upon the top plate 5 and has two slots or openings 21 between itself and the rail, in which operating-bars 22, pivoted'at their lower ends to the walkingbeam 13, are arranged. Spiral springs 23 have one end seated in depressions 24 in the side walls of the slots or openings and the opposite end bearing against the bars 22 to maintain said bars in an upright position with a spring tension. The bottom plate has a central enlargement 25, which forms a bottom support for an air-receiving reservoir and is provided with passages or openings 26, which extend through the bottom plate and connect the reservoir with the cylinders. A circular casing 27 is fitted upon the enlargement 25, and a top cap 28 closes the top opening in the casing. A "alve-disk 29, of rubber or other equivalent material, is placed in each recess 7 and normally closes the airinlets 8. A similar valve-disk 30 is located in the air-receiving reservoir and normally closes the openings or passages 26, leading from the chambers of the compressing devices.

A post 31 is mounted at the side of the rails at a suitable distance from the air-compressing devices, and a shaft 32 is journaled in the upper extreme of the post to which a dangersignal or semaphore 33 is screwed. A counterbalancing-arm 34 is mounted on the shaft and has a short crank portion 35, to which the upper terminal of a rod 36 is pivoted. An air-bell 37 is secured to the lower end of the rod 36 and is arranged to telescope in a hollow shaft 38. A pipe 39 leads from the airreservoir to the hollow support 38 and conducts the compressed air from the air-reservoir to the hollow support to elevate the airbell and move the signal into display position. When the signal is elevated to its display position, as shown in Fig. 1, it is locked automatically in place by a latching device which catches beneath the lower edge of the air-bell until the train reaches the signal, when the latching device is automatically retracted and the signal permitted to descend by gravity. The mechanism for this purpose is preferably constructed as shown in Figs. 2 and 3. An angular arm 40 is pivoted to the post 31 by a pin 41 and has oneend fitting in an opening 42 in the side of the tubular support. A spring 43 is secured at one end to the post and has its opposite end bearing against the outer extreme of the arm 40, the tendency of the spring being to force the inner end of the arm 40 into the opening 42, so that when the lower edge of the air-bell is raised above the opening 42 the inner end of the arm 40 will immediately move beneath it, and thereby lock it in its elevated position.

A rock-shaft 44 is journaled in bearingboxes 45 at the side of the rails and has a curved arm 46 atone end which projects above the tread of the juxtaposed rail. A crank 47 is arranged at the opposite end of the rockshaft, which is connected to the outer extreme of the arm 40 bya connecting-rod 48. When the train passes, the first wheel traveling on the rail in proximity to the curved arm 46 presses the arm 46 down and rocks the shaft 44. This also turns the crank 47 down, drawing down the connecting-rod 48 and pulling the outer end of the angular arm 40 down and the inner end out of the opening 42, and thereby releasing the air-bell and permitting the signal to resume its normallyinoperative position. The crank-arm has an oppositely-extending counterbalancing portion 49, provided with a sliding Weight 50. (See Fig. 3.)

An auxiliary signal, such as a whistle, is arranged so that it will be automatically operated by the compressed air from the tubular support. In the preferred adaptation of this portion of the invention a whistle 51 is secured to the post, and a pipe 52 extends from the whistle and connects to the tubular support at a point just below the lower edge of the air-bell when in its elevated position, substantially as shown in Fig. 1. In this manner the inlet into the pipe 52 is closed bythe sides of the air-bell until it is raised sufficiently to bring its lower edge above the inlet, so that the whistle will not be blown until the signal is moved into its danger-indicating position. The whistle not only serves as an additional precaution, but also as a means for exhausting the air beneath the air-bell, so that the bell and signal will descend more readily and quickly.

The operation is as follows: The first wheel of the train traveling on the rail in proximity to which the air-compressing device is located strikes the elevated operating-bar 22 and forces it down. This rocks the walking-beam, compresses the air in one of the air-compressing cylinders, and elevates the other operating-bar into position to be depressed by the wheel as it passes, so that air will be compressed in the other air-compressing cylinder. The compressed air passes into the airreservoir and from thence through the pipe 39 to the hollow support 38 and forces the air-bell 37 up, thereby raising the semaphore. The-signal is locked in display position until the train passes the post by mechanism heretofore described and the whistle or auxiliary is operated as explained.

The principal advantages of the invention are its simplicity and automatic action, the

arrangement of the air-compressing cylinders being such that one is always in compressing position and the operation of one automatically moves the other into operating position, the arrangement of a whistle or like alarm so that it will be automatically operated by compressed air when the signal is thrown up into danger-displaying position, and the means employed to automatically lock the signal when elevated to display position and release it when the train passes.

I claim as my invention 1. In a railway signaling device, rails, a pneumatic-operated signal, a plurality of aircompressing cylinders, a walking-beam, having connection with the pistons of said cylinders and operating-bars connecting to the extremes of the walking-beam and extending above the rails, whereby the walking-beam is rocked from a passing train.

2. In arailway signaling device, a signal, air-actuated means for operating said signal, an. air-compressing device having a plurality of air-cylinders, pistons in said cylinders, a Walking-beam having connection with said pistons, operating-bars connecting to the extremes of the walking-beam, and compressed-air-conveying means connecting the cylinders to the air-actu ated signal-operating means.

3. In a railway signaling device, a signal, air-actuated means for operating said signal, an air-compressing device having a pair of air-compressors and a reservoir connecting with said compressors, a Walking-beam having operative connection with the air-compressors andoperating-bars connecting to the walking-beam and adapted to be moved by a passing train to rock the walking-beain.

4. In a railway signaling device, a pneumatic-operated signal, an air-com pressing device having a pair of air-compressors adapted to supply air to said pneumatic-operated signal, a walking-beam having operative connection with the air-compressors and operating-rods pivoted at their lower ends to the walking-beam and adapted to be moved by a passing train to rock the Walking-beam.

5. In a railway signaling device, a main signal, pneumatic mechanism for operating said main signal including a tubular support, an air-bell operatively connected to said main signal and telescoping in the tubular support, a whistle and a pipe extending from the whistle and connecting to the tubular support,

substantially as set forth.

6. In a railway signaling device, a main signal, pneumatic mechanism for operating said main signal including a tubular support, an air-bell operatively connected to said main signal and telescoping in the tubular support, a whistle and a pipe extending from the whistle and connecting to the tubular support at a point below the air-bell when in its elevated position, substantially as set forth.

7. In a railway-signal, air-compressors, a post, a signal operatively supported from the post, an air-bell having connection with the signal, a tubular support for the air-bell having pipe connection with the air-compressors and an opening in its side wall, and a locking device having a lever adapted to project through the opening and catch beneath the air-bell when in its elevated position, sub-- stantially as set forth.

8. In a railway-signal, air-compressors, a post, a signal operatively supported from the .post, an air-bell having connection with the signal, a tubular support for the air-bell having pipe connection with the air-compressors and an opening in its side wall, a locking device havinga lever adapted to project through the opening and catch beneath the air-bell when in its elevated position, and automatic means for retracting said lever, substantially as set forth.

9. In a railway-signal, air-compressors, a post, a signal operatively supported from the post, an air-bell having connection with the signal, a tubular support for the air-bell having pipe connection with the air-compressors, and a locking device having a lever adapted to engage the air-bell when in its elevated position, substantially as set forth.

CYRUS S. DEAN.

Witnesses:

L. M. SANGSTER, A. J. SANGsTER. 

